Power conductor rail

ABSTRACT

In accordance with the present invention, a power conductor rail structure is provided using a multi-metallic construction. The composite rail of the invention includes an asymmetrical steel portion having a top flange thickness greater than that of the bottom flange in a generally I-shaped configuration with spaced apertures along the length of the web. Aluminum cladding is cast onto both sides of the web with a cold rolled high conductivity layer, such as copper disposed between the aluminum and steel on either side of the web and having holes corresponding in size and shape to the apertures of the web. The aluminum cladding extends through the web apertures producing a multi-metallic sandwich construction. The high conductivity layers provide a mechanical bond between the steel and aluminum and reduces transfer resistance and increasing overall conductivity. In an alternative embodiment of the invention, the top flange is formed with openings with the aluminum cladding filling the openings so that the aluminum cladding forms part of the electrical contact surface, in one embodiment by additionally forming a continuous, longitudinally extending, aluminum filled groove in the contact surface of the rail.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of Ser. No. 08/049,893 filedApr. 20, 1993, now U.S. Pat. No. 5,263,561, which is acontinuation-in-part of Ser. No. 07/791,809 filed Nov. 13, 1991, nowabandoned.

BACKGROUND OF THE INVENTION

The invention generally relates to power conductor rails used forelectrical rail transportation systems such as metro transit railvehicles, people movers, heavy rail commuters and the like.

Electrically powered rail vehicles have long been used for mass transitsystems. Electric rail systems typically employ a three-railconfiguration, the rail system having two running rails to support thevehicle and a third rail to conduct the necessary electrical power. Inearly electric rail systems, all three rails were made of standardsteel, each rail being identical in configuration. In the late 1960's,metro transit authorities and supporting manufacturing companies beganexperimenting with different rail structures for third rails in aneffort to reduce electrical resistance and reduce weight for ease ofhandling and installation.

One of the first improvements was the use of an aluminum cladded railwhereby prefabricated extruded aluminum sections were bolted or clampedonto each side of a conventional steel rail web. An electrical conductorrail having non-ferrous metal extrusions secured to both sides of thesteel web of the rail using bolts is disclosed in U.S. Pat. No.3,730,310. In this structure, the aluminum cladding was preselected andsecured to the steel rail web in the field by the installationpersonnel. Although this structure improved the electrical conductivityover prior art solid steel rails, the rail suffers inherent problemsassociated with the bolted construction including corrosion, electricalhot spikes, and excessive voltage loss. Bolted-on aluminum claddingstructures also suffer from high weight, due to the amount of aluminumneeded to provide enhanced conductivity, and high power loss due totransfer resistance between the steel rail member and the separatealuminum bar components.

U.S. Pat. No. 3,730,310 to Spiringer also discloses coating the matingsurfaces of the steel beam and extrusion with an oxide inhibitingcompound. The oxide inhibiting compound reduces oxidation at the matingsurfaces and promotes a short term electrically conductive bond betweenthe steel beam and the extrusion. It has been found, however, that theoxide inhibiting compound evaporates and degrades in a relatively shorttime. Applicant has found such compounds to be ineffective after 2 yearsof full exposure to the outside environment of heat, cold and humiditywhich is far less than the twenty five year life expectancy of therails.

Transfer resistance, also referred to as gap resistance, is directlyproportional to the contact or bond between adjoining metals in the railstructure. With bolted-on aluminum rail structures, gap resistance canbe significant due to surface imperfections of the steel web, surfaceirregularities in the extruded aluminum bars, abrasions, nicks or dentsin the aluminum caused by handling before and during installation andcorrosion or contaminants positioned between the mating metals. High gapresistance between the joining metals liberally encourages electrolyticcorrosion in most ambient environments, especially in high humidityenvironments. As a result of this increased transfer resistance,corrosion and wear, bolted-on aluminum rail structures have a higherreplacement cycle than cast or fused rails.

Alternative structures and concepts have been developed by the railmanufacturing industry in the continuing effort to enhance conductivity,minimize power and voltage losses, and ultimately save energy and costfor power conductor rail systems. Conductor rails having an aluminumbody with a stainless steel cap to enhance durability were developed inthe 1960's. In these rail structures, the aluminum rail body is extrudedthen capped with steel along the upper flange contact surface to provideextended wear along the contact path where the electrical contact shoerides along the conductor rail. The cap is secured to the aluminum withmechanical fasteners. Such a capped rail structure is disclosed, forexample, in U.S. Pat. No. 3,836,394. Aluminum rails using mechanicallybonded stainless steel caps to provide an electrical contact surfaceare, however, highly disadvantageous because of manufacturing cost andtechnical deficiencies. Capped aluminum rail structures are nearly fourtimes as expensive per rail foot as a conventional steel rail and nearlytwice the cost of composite steel/aluminum rails using prefabricatedaluminum extrusion bars bolted or clamped to the steel rail web.

In either the bolted aluminum bar structure or the capped aluminumstructure, securing the two metal structures together by mechanicalfasteners and the like is undesirable due to the inherent gaps orpockets between the contact surfaces of the joining metals caused bysurface imperfections as previously discussed. Furthermore, differentialthermal expansion of the metallic components further compromises themetallic contact between the metals and can loosen the mechanicalfastening devices employed. Once the fasteners loosen, corrosion isfurther accelerated by moisture access to and enlargement of thephysical junction between the metals. Additionally, extruded aluminummembers stress when bent to conform to curved steel rail sections. Thisstress strains bolted connections.

Processes have been developed to produce steel and aluminum castcomposite rails having unified construction to reduce or largelyeliminate resistance between the mating steel and aluminum materials andresolve other problems associated with bolted-together composite rails.These so-called "bimetal" rails, and manufacturing processes for makingthe same, have been developed to combine a ferrous metal, such as steel,with a more conductive metal such as aluminum during the manufacturingprocess to benefit from the advantages offered from each individualmetal and produce a unified construction. U.S. Pat. No. 3,544,737teaches a bimetal rail and process for making the same wherein aluminumis continuously cast about a steel rail web having preformed aperturesto enhance the joining of aluminum and steel and the resultant overallconductivity of the composite rail.

Despite these alternative rail designs, the industry supplying conductorrails still strives to produce a power conductor rail structure whichoffers minimal electrical resistance while providing the necessarystrength and durability to minimize maintenance costs. A typicalstandard measurement of resistance used in the conductive rail industryis ohms per one thousand feet of connected conductor rail (ohms/1,000ft.). Typically, unit resistances in conventional conductor rails varybetween 0.012 ohms/1,000 feet to 0.002 ohms/1,000 feet. A range of0.004-0.005 ohms/1,000 ft. is common in existing rail systems using the150 pounds/yard "New York Rail" employed since the early 1900's in thenortheastern United States. The relatively high electrical unitresistance and low efficiency of the "New York Rail" and otherconventional rail structures results in a tremendous waste of energy andfinancial resources. Conventional rail structures commonly provide onlya 70% to 75% effective voltage, nearly 30% of the applied voltage islost due to the high internal resistance of conventional rail structuresand other components.

It is, therefore, desirable to have a power rail structure whichprovides the maximum conductivity and lowest weight per foot of railwhile minimizing corrosion, transfer resistance and wear along thesurface of engagement with the electrical contact shoe to therebyenhance electrical efficiency and minimize exchange and replacement ofrail due to physical maintenance.

SUMMARY OF THE INVENTION

In accordance with the present invention, a power conductor railstructure is provided using multi-metallic construction. In thepreferred embodiment, the composite rail includes an asymmetrical steelportion having a top flange separated from a bottom flange by a web. Thetop flange is made having a greater thickness than that of the bottomflange to increase longevity of wear.

Cast aluminum is mated to the web, substantially filling the spacebetween the upper flange and the lower flange and occupying spaced apartapertures in the web to interconnect the aluminum on both sides of theweb. Sandwiched between the aluminum and the steel on either side of theweb is a high conductive material layer, preferably made of copper. Thehigh conductive layer is mechanically bonded with both the aluminum andsteel to provide an integral, unified structure which prevents corrosionbetween the adjoining metals and substantially enhances both durabilityand electrical efficiency. The high conductivity layer also allowsreduction of the amount of aluminum needed, relative to prior artaluminum and steel bi-metallic rail structures, to provide increasedelectrical efficiency over conventional rail structures. Overall weightis therefore decreased.

The multi-metallic composite rail structure offers several advantagesover conventional rails. The transfer resistance, or gap resistance,between the aluminum conductor and the steel base is substantiallyreduced by an integral high conductivity layer provided therebetween.This optimizes energy conservation including reduction of electricalloses. Preliminary calculations show that this construction can achievean energy savings between 20% and 25% over conventional power railsfabricated from steel and approximately 12% to 15% savings over bolted,riveted or clamped composite bi-metallic rails presently offered. Thetransfer resistance of the present invention using a high conductivitylayer of copper is approximately 600 to 800 times less than the transferresistance of conventional steel and aluminum composite rails on themarket. Furthermore, the formation of electrolytic corrosion between thealuminum and steel is effectively eliminated due to the near molecularlevel of the mechanical bond between the metals.

In addition, the high conductivity layer preferably has a coefficient ofthermal expansion greater than the steel thereby reducing gap formationduring thermal expansion. Heat is generated in the rail by the powertransmission. Gaps can form between the steel and aluminum duringthermal expansion since aluminum expands about twice as fast as steel.When the rail of the present invention is heated, the high conductivitylayer leads the steel mass in dimensional growth so that the highconductivity layer exerts a constant pressure against the matingsurfaces and provides firm bonding pressure continuously during bothheating and cooling. In essence, the volume of the high conductivitylayer becomes a metal bonding buffer ensuring consistent and effectivephysical contact between the mating metal surfaces. Since thequantitative growth of the high conductivity layer depends on theinitial thickness or volume of the layer it is preferred that theconductivity have a thickness of at least 0.01 inches. The minimumthickness ensures sufficient dimensional growth to provide the metalbonding buffer as described above. This structure will also easilyconform to stress-free bending when the rail path must follow tightcurves.

The reduction of transfer resistance and increased power efficiencyallows construction of a lighter weight rail relative to conventionalrails thereby reducing installation and handling difficulties.

In an alternative embodiment of the invention, the aluminum cladding onone side of the rail web includes a longitudinal hole along the insideof the flange configured to house a heating cable, the heating cableintended to provide heat which is dissipated throughout the compositerail to eliminate freezing or icing in extreme environments.

In an another embodiment of the invention, the steel rail includesopenings in the upper flange so that the aluminum forms part of theelectrical contact surface. The openings are preferably in the form ofelongate grooves. The size and configuration of the grooves is selectedso that the steel portion satisfies the wear resistance requirements ofthe rail against wear from the collector shoe while maximizing the sizeof the openings to promote efficient energy transfer.

In a further embodiment the upper flange of the steel rail may alsoinclude a longitudinally extending groove which is in directcommunication with the openings in the flange. The aluminum portionfills the groove so that the aluminum portion in the groove issubstantially flush with the electrical contact surface. The groove ispreferably longitudinally continuous and has a constant width across thesteel beam. The preferred groove configuration provides a constantaluminum contact surface area thereby minimizing power flow pulsing.

It has been found that by replacing the collector shoe with copper,brass, or aluminum and including openings in the flange doubles thetransfer resistance efficiency over a full steel flange to collectorshoe transfer resistance efficiency.

Other features and advantages of the invention will become apparent fromthe accompanying description and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front elevational view of the invention shown incross-section;

FIG. 2 is a partially exploded perspective view of the invention,showing one side of the aluminum cladding and the high conductivitylayer separated from the rail web;

FIG. 3 is a front elevational view shown in cross-section of analternative embodiment of the invention having a longitudinal holeformed in one side of the aluminum cladding for housing a heating cable;

FIG. 4 is an isometric view of an alternative embodiment of theinvention with openings in the upper flange of the steel rail in theshape of elongated slots;

FIG. 5 is an plan view of the embodiment shown in FIG. 4 with openingsformed in the upper flange in the shape of elongate slots having an axiswhich is skewed with respect to the longitudinal axis of the rail;

FIG. 6 is a cross-sectional view of the rail and collector shoe of FIG.5 along line VI--VI;

FIG. 7 is an isometric view of the rail having openings formed in boththe upper and lower flanges;

FIG. 8 is a cross-sectional view of the rail of FIG. 7 along lineVIII--VIII showing heater holes formed in the aluminum portion adjacentthe top and bottom flanges with a heater cable positioned in the heaterhole adjacent the upper flange;

FIG. 9 is an isometric view of the rail including a groove in the upperflange extending between the openings; and

FIG. 10 is a cross-sectional view of the rail including the groove andthe high conductivity layers.

DETAILED DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENTS

Referring to FIG. 1, composite rail 2 is shown in the preferredconfiguration having an asymmetrical I-beam shape. It is intended thatcomposite rail 2 be used as a power conducting rail, or third rail,functioning as an electrical bus bar for electrically powered railvehicles. Composite rail 2 is configured to be employed intransportation systems having a wide range of system voltages and systemcurrents. Conventional transportation systems use system voltagesranging from 550 VDC to 1,000 VDC and system current values ranging from2,000 Amps to 6,000 Amps.

Composite rail 2 generally comprises steel portion 4, aluminum cladding6, and high conductivity layers 8, 10 disposed therebetween. Steelportion 4 is made generally asymmetrical in cross-sectionalconfiguration and includes upper flange 12, lower flange 14 and web 16.Preferably, steel portion 4 is fabricated from ferrous metal such assteel having a low carbon content conforming to American Society ofTesting Materials Specification (ASTM) A-36 or a suitable alternativeusing conventional manufacturing techniques.

High conductivity layers 8, 10 are preferably made of copper as morefully described below, but other conductive materials such as brasscould be used. It is intended that the material used for highconductivity layers 8, 10 has superior conductivity over low carbonsteel and aluminum and excellent electrical and physical properties suchas a high thermal coefficient and easy cold forming characteristics.High conductivity layers 8 and 10 are disposed between and cold formedto steel portion 4 prior to casting and to aluminum cladding 6 duringthe casting process as will also be more fully described below. Theresulting composite rail 2 is formed as a one-piece integral unit inwhatever length desired.

Steel portion 4 is made asymmetrical with upper flange 12 having athicker cross-sectional dimension relative to lower flange 14 asillustrated in FIG. 1. Upper flange 12 is preferably contoured to havean upper surface 18 which is preferably convex with an approximateradius of 24 inches to provide a smooth contact surface with a contactshoe 20, shown illustrated in broken lines. The thickness of upperflange 14 increases wear along contact surface 18. Upper flange 12 ismade approximately 20% thicker than bottom flange 14. The preferredwidth of upper flange 12 is approximately 31/2 inches. Lower flange 14includes a flat bottom surface 22 to facilitate level mounting onto asupport surface (not shown). The thinner dimensions of lower flange 14are selected to reduce material weight without compromising strength.

Preferably, composite rail 2 is manufactured into an integral unit usinga casting process. Steel portion 4 is first fabricated in the desiredcross-sectional configuration. High conductivity layers 8, 10 areprefabricated and positioned on either side of web 16 and contoured tofit along the lower surface of upper flange 12 and the upper surface oflower flange 14 in a shape dictated by steel portion 4. Highconductivity layers 8, 10 are then pressed into steel portion 4preferably by cold-rolling and thereby flattened against steel portion 4to form a gap free sheath of material. High conductivity layers 8, 10,steel portion 4 and aluminum cladding 6 are then hot bonded together ina partial vacuum by casting liquid aluminum about and through web 16,thereby sandwiching high conductivity layers 8, 10 and creating aninstant bond between all three materials.

Composite rail 2 is illustrated in FIG. 2 in a partial exploded view toprovide a more complete understanding of the interrelation and physicalcharacteristics associated with high conductivity layers 8 and 10, steelportion 4 and aluminum cladding 6. Steel portion 4 is formed havingregularly spaced apertures 24 in web 16. Apertures 24 are preferablymade round, but can be oval, square or any desired shape. The regularspacing facilitates the flow of liquid aluminum to the other side of theweb and interlocks the aluminum and the steel. When composite rail 2 isfabricated in dimensions similar to conventional power conducting rails,apertures 24 would be approximately 11/2 inches in diameter and spacedapproximately 2 to 3 inches apart center-to-center. Other cut-outs inaddition to apertures 24 can be formed in web 16 to reduce steel weightand further increase contact surface area between the metals. Each highconductivity layer 8, 10 share common construction and are prefabricatedprior to "assembly" during the casting. For purposes of brevity in thisdiscussion, high conductivity layer 8, shown partially exploded fromsteel portion 4 in FIG. 2, is discussed in conjunction with thefabrication process of composite rail 2, it being understood that highconductivity layer 10 is constructed in a similar manner and thereforeapplies to the same discussion and fabrication processes.

High conductivity layers 8, 10 are preferably prefabricated of sixteengauge copper mesh as indicated in FIG. 2 having upper side 28, lowerside 30 and web side 32. Depending upon the particular operatingcurrents and voltages in the particular rail application, the mesh sizecan range anywhere between 18 gauge and 12 gauge. High conductivitylayers 8, 10 are positioned next to web 16 and cold rolled into web 16prior to the aluminum casting process. During the cold rolling, highconductivity layers 8, 10 are flattened out to a thickness ofapproximately 0.010 inches. The conductivity layers preferably have athickness in the range of 0.008 to 0.012 inches, although the thicknesscan vary depending on the application. This flattening presses highconductivity layers 8, 10 into steel portion 4 conforming themintimately to the surface contours of the steel portion by smearing thematerial onto steel portion 4 and eliminating any potential gaps orpockets. The round wires of the copper mesh existing before the coldrolling flatten into a thin sheath covering nearly 100% of theapplicable steel surface. The illustration in FIG. 2 shows highconductivity layer 8 in the preferred pre-casting mesh configuration forillustration purposes only, it being understood that high conductivitylayers 8, 10 are a thin, uniform laminate layer in the fully constructedrail. High conductivity layers 8, 10 can be prefabricated of othersuitable materials having high electrical conductivity and desirablecold working characteristics if desired without departing from theintended invention.

Prior to the casting process, high conductivity layers 8, 10 are pressedonto web 16 between upper flange 12 and lower flange 14 with holes 26aligning with apertures 24. As aluminum cladding 6 is cast around steelportion 4, copper sheaths 8, 10 are sandwiched between the moltenaluminum and the steel. The temperature of the molten aluminum softensthe high conductivity layers 8, 10 to help facilitate a bond. Duringcasting molten aluminum is allowed to freely transfer between oppositesides of web 16 through holes 26 and apertures 24. As a result, aluminumcasting legs 34 are formed through holes 26 and apertures 24 tointegrally connect aluminum cladding 6 around and through web 16 ofsteel portion 4 sandwiching copper sheaths 8, 10 therebetween. Thelength of upper side 28 and lower side 30 of copper sheaths 8, 10 isselected such that copper sheaths 8 and 10 are completely sandwichedbetween aluminum cladding 6 and steel portion 4 and fully enveloped byaluminum cladding 6.

During the casting process it is preferred that E.C. aluminum, orsuitable aluminum alloy, is introduced in a partial vacuum on eitherside of web 16 in a molten state at temperatures generally between1,300° F. and 1,350° F. These temperatures are significantly below themelting temperatures of the materials used in steel portion 4 and belowthe melting temperature of the copper preferably used in highconductivity layers 8 and 10. As aluminum is cast around web 16 betweenupper flange 12 and lower flange 14, the temperature causes the copperof high conductivity layers 8 and 10 to plasticize slightly andmechanically bond to aluminum cladding 6 and steel portion 4. Thesurface of web 16 in steel portion 4 can be slightly roughed prior tocold rolling of high conductivity layers 8, 10 and casting to enhancebonding. The resulting mechanical bond nearly eliminates transferresistance between steel portion 4 and aluminum cladding 6 and increasesoverall conductivity of the rail significantly.

After the casting process the solidified aluminum will be compressedbetween two rollers (upper and lower rollers) of a conventional rollingmill in two consecutive passes to press the composite metals against theinner flanges of the steel, thereby further increasing the instant bondof the metals.

When applicable, conventional power conducting rails use exposed heaterelements mounted generally external to the rail construction. Heatingelements are required in geographical regions where subfreezingtemperatures are encountered and ice may form on the electrical contactsurface of the rail. External heaters provide extremely poor heatdistribution to the power rail surface due to heavy heat losses andnon-uniform heat conduction distances. Typical heat requirements for anexposed heater element are approximately 600 watts or more per railfoot, a significant portion of this power requirement is lost due toheat loss to the ambient environment from the exposed heater element.

An alternative embodiment of composite rail 2 is shown in FIG. 3. Thisembodiment can be employed in geographical areas subject to freezingtemperatures. In this embodiment, composite rail 2 is constructed aspreviously described, but includes heater hole 36 formed betweenaluminum cladding 6 and steel portion 4 along the entire length ofcomposite rail 2. Heater hole 36 can be formed using a removable tubeduring the casting process. Preferably, heater hole 36 is positioned atthe curvature between upper portion 12 and web 16 as illustrated. Thisposition provides maximum transfer of heat, supplied by a heater cable39 (FIG. 7) longitudinally disposed within heater hole 36, to upperflange 12 to provide deicing and reduce snow buildup along contactsurface 18. If desired, a second heater channel could be formed on theopposite side of web 16.

The positioning of internal heater hole 36 (FIG. 3) allows a fullyenclosed heater cable or other heater element thereby substantiallyreducing heat loss and power requirements. Wherein a typical externalheater element may require as much as 600 watts per rail foot or more,the internal heater path of the present invention provides comparablethermal results using only 100-120 watts per rail foot. Location of theheater cable near the upper flange 12 of composite rail 2 maximizes heattransfer to contact surface 18 and minimizes electrical contact shoe 20slippage and fading of electrical power transfer to the rail vehicleduring icing conditions. Because the heater element is fully enclosed,the heater element is also physically protected from corrosion, impactdamage and environmental heat losses.

FIG. 4 illustrates another embodiment of the invention in which theupper flange 12 includes openings 38 which further reduce the powertransfer resistance. When the aluminum cladding 6 is cast about thesteel beam of FIG. 4, the aluminum enters and fills openings 38 so thatthe aluminum forms part of the upper contact surface 18. The openings 38are preferably elongated slots.

The surface of the aluminum cladding 6 which forms part of the uppercontact surface 18 increases the power transfer efficiency of the railby bringing the high conductive material, preferably aluminum, intodirect contact with the collector shoe 20. The aluminum, now part of thetop flange metal mass, preferably accounts for about 30% of the totalsteel/aluminum mass (by volume) of the top flange metal volume. Theincreased aluminum mass significantly increases the electrical energycapacity of the top flange which, in turn, greatly improves the powertransfer capacity of the rail flange to the collector shoe 20. Thedirect contact between aluminum and collector shoe also reduces thetransfer resistance between the top flange and the collector shoe. Theremaining steel portions in the contact surface still provide wearresistance for frictional contact with the collector shoe 20 slidingalong the rail and protect the aluminum in the slots against excessivewear.

The dimensions of the openings 38 are selected to provide enough steelarea so that frictional wear, due to contact with the collector shoewear, is not a problem while maximizing the surface area of aluminum toincrease the power transfer efficiency. In a preferred embodiment, theslots have a length of 2 inches, a width of 5/8 inches, and arelongitudinally spaced 3/8 inch apart. The slots are about 1/2 inch fromthe centerline of the vertical web axis.

The rail of FIG. 4 is formed by casting the aluminum cladding 6 aboutthe steel portion 4, as described above. The aluminum will flow into theelongated grooves and penetrate to the surface of the top flange. A setof adjustable mold plates sliding on top of the flange surface duringcasting ensures that the aluminum will be flush with the top surface ofthe flange. If desired the top surface of the rail can be ground toassure a smooth surface finish.

FIG. 5 shows yet another embodiment of the invention in which theopenings 38 are formed as elongated slots having an opening longitudinalaxis which is skewed with respect to the longitudinal axis of the rail,preferably at an angle in the range of between about 12° and 15°. In thepreferred embodiment, the openings 38 overlap longitudinally. Theopenings 38 may, however, be longitudinally spaced similar to theembodiment depicted in FIG. 4. The openings 38 have the same preferreddimensions as described above in connection with FIG. 4.

FIG. 6 illustrates a preferred collector shoe 20. The collector shoeincludes a high conductivity section 40, which is preferably copper,brass, or aluminum, and a steel section 42. The high conductivitysection 40 is sized and positioned to be in direct contact with at leasta portion of the aluminum 6 in openings 38 forming part of the contactsurface 18. The steel section is sized and positioned to be in contactwith the steel part of the contact surface 18. The steel section 42 isdesigned to take the frictional wear between the collector shoe 20 andthe rail 2. A gap 44 is formed in the middle of the collector shoe 20positioned to be directly over the central axis of the rail. Preferreddimensions of the collector shoe are a width of 3 inches, a length of 6inches, and a thickness of 5/8 inches. A preferred width of thecollector shoe arm is 1/2 inch.

The embodiments depicted in FIGS. 4-6 also include apertures 24 formedin the web of the steel beam as described above. In addition, thealternate embodiments of FIGS. 4-6 also preferably include the highconductivity layers 8, 10 described above although the advantages of thepartial aluminum rail contact surface provided by the embodiment of theinvention is attained even when the high conductivity layers aredeleted.

FIGS. 7 and 8 illustrate the rail including openings 38 formed in boththe upper and lower flanges. After the upper flange has worn down sothat it can no longer be used, the rail can be turned over so that thebottom surface of the bottom flange can be utilized as a furtherelectrical contact surface 41. This feature permits the same rail to beused twice with the only added cost being the field labor required toreset the rail. The rail is symmetrical about a horizontal axis 37 andthe bottom and top flanges preferably have approximately the samethickness. The top and bottom flanges are preferably rounded and have apreferred radius of curvature of about 24 inches. The openings 38 havethe same preferred dimensions as described above in connection withFIGS. 4-6. The production cost of the rail of FIGS. 7 and 8 is notincreased significantly if twin set tooling is used to form the openingsin both flanges. The rail of FIGS. 7 and 8 may also include the highconductivity layers 8, 10, apertures 24, heater holes 36 and heatercables.

The aluminum filled areas separated from a continuous aluminum area by asteel gap of approximately 3/8 inch might induce minor power flowpulsing. If it occurs at all it will be insignificant to the powersupply for the traction motor since the collector shoe engagement withthe top rail surface and the exposed aluminum area will be at all timesin excess of 85% thereby minimizing any possible power voltage drop.

FIGS. 9 and 10 illustrate an alternate embodiment of the invention inwhich the steel rail includes a groove 46 extending over the length ofthe rail in alignment and communication with the openings 38. Theopenings 38 have the same dimensions and spacing as those describedabove in connection with the embodiment of FIG. 4. The groove 46 isgiven a suitable form and shape but preferably has a width of betweenabout 1/2" and 5/8" inches across the width of the rail. The groove 46has a preferred depth of between 5/16" and 3/8" inches.

The groove 46 is filled with aluminum to form a longitudinal aluminumcontact strip 47 in the upper surface of the flange which minimizes theabove mentioned power flow pulsing by maintaining constant contactbetween the aluminum contact strip and the contact shoe. Power flowpulsing is further minimized because the aluminum to contact shoecontact area remains constant since the aluminum contact strip 47 in thegroove extends uninterrupted over the full length of the rail. The steelrail of FIGS. 9 and 10 also optionally includes apertures 24, highconductivity layers 8, 10, heater holes 36, and heater cables 39 whichare constructed and function as previously described. The rail of FIG. 9also optionally includes the groove 46 and openings 38 formed in thebottom flange so that the rail may be turned 180° over as describedabove to effectively double its life span through a dual useapplication.

The foregoing description of the preferred embodiments of the inventionhave been presented for purposes of illustration and description. It isnot intended to be exhaustive or to limit the invention to the preciseform disclosed, and obviously many modifications and variations arepossible in light of the above teaching. For example, steel portion 4could be configured in a H-shape, Y-shape or other shape required by theparticular application. Also, high conductivity layers 8, 10 can be madefrom a wide range of conductive materials and thicknesses selected tomeet the performance criteria discussed. The embodiments chosen anddescribed in this description were selected to best explain theprinciples of the invention and its practical application to therebyenable others skilled in the art to best utilize the invention invarious embodiments and with various modifications as are suited to theparticular use contemplated. It is intended that the scope of theinvention be defined by the claims appended hereto.

What is claimed is:
 1. A power conductor rail system comprising:a steelrail including a longitudinal axis, a flange having an upper surface, aweb integrally formed with the flange, and a groove formed in theflange, the groove penetrating the upper surface and extending parallelto the longitudinal axis; and an aluminum portion secured to the steelrail, the aluminum portion filling the groove so that the aluminumportion is substantially flush with the upper surface of the steel rail,the aluminum portion in the groove and the upper surface forming anelectrical contact surface.
 2. The power conductor rail system accordingto claim 1 wherein:the aluminum portion is cast about the steel rail tocreate an integral structure.
 3. The power conductor rail systemaccording to claim 1 wherein the flange includes a lower surface, another aluminum portion adjacent a lower side of the flange, and analuminum connection between the aluminum portion in the groove and theother aluminum portion for conducting electrical current between thealuminum portion and the other aluminum portion.
 4. The power conductorrail system according to claim 3 wherein:the other aluminum portion ispositioned against the web.
 5. The power conductor rail system accordingto claim 3 wherein:the flange includes a plurality of openings extendingbetween a lower surface and the upper surface of the flange; and thealuminum connection is positioned in the plurality of openings in theflange.
 6. The power conductor rail system according to claim 3 furthercomprising:a high conductivity layer at least partially positionedbetween the other aluminum portion and the steel rail.
 7. The powerconductor rail system according to claim 6 wherein:the high conductivitylayer comprises copper.
 8. The power conductor rail system according toclaim 6 wherein:the high conductivity layer has a thickness of at least0.010 inches.
 9. A power conductor rail system comprising:a steel railincluding a flange defining an electrical contact surface, the flangehaving a plurality of openings therethrough and a groove extending in alongitudinal direction of the rial and in continuous communication withthe plurality of openings; and an aluminum portion secured to the steelrail, the aluminum portion filling the plurality of openings so that thealuminum portion is substantially flush with the electrical contactsurface, the aluminum portion filling the groove so that the aluminumportion the groove is substantially flush with the electrical contactsurface and longitudinally continuous between the plurality of openings.10. A power conductor rail system comprising:a steel rail including aflange defining an electrical contact surface, the flange having aplurality of openings therethrough, the flange including a grooveextending in a longitudinal direction of the rail and in continuouscommunication with the plurality of openings, the groove extending overa full length of the rail; and an aluminum portion secured to the steelrail, the aluminum portion filling the plurality of openings so that thealuminum portion is substantially flush with the electrical contactsurface, the aluminum portion filling the groove so that the aluminumportion in the groove is substantially flush with the electrical contactsurface and longitudinally continuous between the plurality of openings.11. A power conductor rail system comprising:a steel rail including aflange, a plurality of openings extending from an upper surface to alower surface of the flange, a groove formed in the flange andpenetrating the upper surface, the groove being continuous in alongitudinal direction of the steel rail; an aluminum portion secured tothe steel rail, the aluminum portion filling the groove so that thealuminum portion is substantially flush with the upper surface of thesteel rail, the aluminum portion in the groove and the upper surfaceforming an electrical contact surface; an other aluminum portionadjacent the lower surface of the flange; and an aluminum connectionbetween the aluminum portion in the groove and the other aluminumportion for conducting electrical current between the aluminum portionand the other aluminum portion.